Ship&#39;s steering gear.



J. R. CLAY.

SHIPS STEERING GEAR.

APPLICATION FILED MAY'IS, 1913. 1,12 1, Patented Feb. 16, 1915.

3 SHEETS-SHEET l.

ATTY,

THE NORRIS PETERS CO1. PHom-LITHQ. WASHINGTON, D. C.

J. R. CLAY;

SHIP'S STEERING GEAR.

APPLIGATION FILED MAY 13, 1913.

1,128,661. Patented Feb. 16, 1915.

3 SHEETS-SHEET 2.

Iii/w W 2 4 HE NORRIS PETERS 60., PHOTO-LITHLL, WASHINGTON. D, c.

J. R. CLAY.

saws STEERING GEAR.

APPLICATION FILED MAY 13, 1913. 1 128 661 Patented Feb.16,1915.

'3 SHEETS-SHEET 3.

W/T/YFJJES: J VVE/VTORI YHE NORRIS PETERS CO.. FHOTO-LlTHO-. WASHINGTON, D C.

JAMES RICHARD CLAY, OF BOOTLE, ENGLAND.

SHIPS STEERING-GEAR.

Specification of Letters Patent.

Patented Feb. 16, 1915.

Application filed May 13, 1913. Serial No. 767,248.

To all whom it may concern:

Be it known that 1, JAMES RICHARD CL AY, a subject of the King of England, residing at Bootle, in the county of Lancaster, England, have invented new and useful Improvements Connected with Ships Steering- Gear, of which the following is a specification.

This invention has reference to mechanism or machinery used on board ship for steering, of the type wherein there is employed in connection with the part of the gear operated by the quartermaster, a locking means or mechanism consisting of double pawls and ratchet wheels, and the pawls are adapted to be operated by the man in charge of the navigation of the ship, by which the part of the steering gear which is operated by the quartermaster (which generally is near the bridge or other place of command, while the steering engine or machinery proper, is near the stern of the ship) is prevented trom being moved in the wrong way on receiving an order from the man in charge or command of the ship, and thereby prevent mishaps taking place by the orders sent not being carried out.

The invention has for its object, primarily, to provide an improved arrangement of mechanism of the kind referred to in which are employed in connection with the steering wheel pedestal or carrier, ratchet toothed holding or locking wheels, with which operate pawls or the like, which enage and disengage with these wheels, and

a which are operated from the steering gear telegraph transmitter, which is operated by the commander or man in charge of the ship through which orders are transmitted to the quartermaster; and by which means the ratchet and pawl gear is so set and actuated, that the quartermaster cannot move his steering mechanism so as to operate the steering engine or machinery valve controlling or actuating mechanism, as to work them and the rudder in the wrong direction, that is in a direction opposite to that indicated by the receiver instrument from which the quartermaster receives his orders.

In an apparatus of this kind as just referred to, according to this invention, the awls are arranged so that they can be rocked on their pivots by the ratchet wheel which they work in connection with, when being revolved in one and the required direction, without the movement of the lever,

arm, or like part, which moves them, or causes them to move into and out of action with their respective ratchet wheels, and is actuated by the navigator or commander; and these pawls, in one arrangement hereinafter described, are mounted on the head of the steering wheel pedestal, and operate in connection with ratchet wheels, arranged side by side on the same axis, and having oppositely disposed teeth; the pawls being mounted on pivots on opposite sides of the axis of the wheels, and disposed in opposite arrangement; and pressed toward the wheels by springs or weights; and capable of being moved away by the teeth of the wheels. These pawls are operated by a double lever or beam, and connected with the steering telegraph motion transmission means, through chains or the like; so that according to which direction the telegraph is moved, so will be moved the lever and pawls. The connections from the telegraph may be at the ends of the levers.

The springsor weights-used in connection with the pawls allow the one in action to be raised over the teeth of the ratchet wheel when revolving in the free direction, and to keep them in contact with the part on or connected with the lever which operates them.

The invention will be further described in connection with the accompanying drawings, which illustrate it.

In these Figure 1 is a front elevation, and Fig. 2 a side elevation of one arrangement of parts; while Figs. 3 and 4C are front eleva tion and side elevation of a slightly modified arrangement. Fig. 5 shows the general arrangement of telegraph and the steering gear hand actuated mechanism.

In the arrangement and combination shown in Figs. 1 and 2, the pawls referred to are operated by a double lever or beam, mounted centrally over them; and the pivots of the pawls are arranged in the same horizontal plane, but on opposite sides of the vertical plane of the steering wheel pedestal.

In the drawings, 1 is the head of the steering wheel pedestal; and 2 is its column, which will be fixed on the deck or floor in the usual way.

3 is the double lever or beam pivoted at and 5 are the pawls, pivoted at 6. 7 represents the handwheel of the gear for operating the valve or controlling means of the steering engine, which may be as- 'sumed to be near the stern of the ship; while the apparatus sh0wn ,will bein the wheel house, near the bridge.

8 are the two ratchet Wheels having-op positely disposed teeth. They are fixed on the han dlwheel shaft 9, and are arranged to revolve with it.

The pawls 5 are W .eh1 .-.,.e l.. heyt elenlv at by the steering, telegraph from the bridge during-the transmission of, andorder one of h m. he e tQ- a ilt v f. a e n .trem ts rat et. Wheat-end h eth ehe b in ea e for r' hs m ht W i er el et W eel-W When eehi-ne z ,i ee d.,. tie l lieee de te en men W i re eh wh by s i g .10, w c nv the a e ehewnii .e p al term at the b k f the ne h piv tjp h The e pew are n t re y .eehn et d vt t de b o e ,'b the i ends eepe at d up ngin t manner d cr bed, by adj s able studs ll screwed through the lever and when one stiid ,i'se pressing on the tail of one pawl, and holdingits active end out of s i n vi h its ratc e fwh lt, th other stud 11 will be in its upper position, and outof Contact with the tail of the other pawl-,7 which; will then. be theactive ,one. In the case shown, this yoke or double lever 3 is operated by chain connections 12, connected up with its ends, and havingtighten-ing screws and nuts; 13 on, it. And it, is to-be assumed this chain 12 will pass under pulleys-where change ;ofdirection takes place, and will be suitably guided by them, andconnected upwiththe chains connected with the'steering telegraph, as shown in Fig; 5-, and hereinafter described. 1

' It-will .be seen, when the actuating lever 3 is moved in one direction, it will hold one pawl out of engagement with its wheel 8; while, :on the other. hand, it. will 'allow-lthe other pawl tomove into engagement with itsratchetwheel 8, and so prevent the steering. wheelfl being turned in a direction opp'ositetothat according to the order transmitted by the telegraph; the springs 10 a1- lowing atthe same time, the wheel 8 (which for the timebeing is operatedfinxconjunc- 'tion with the pawl v5) to be turned in the direction corresponding with. the order :Of thetelegraph transmitted. :Inso doing, the teeth of the engaged Wheel will lift up the engaging pa'whas it is revolved by the Quartermaster; the p'awls simply lifting and clicking ('ivei tlfe teeth-of the ratchet wheel.

In connection with the p'awls 5, means are provided for throwing and holding thm both out oi action, it and'when desired; and in the case shown in Figsxl and 2, this means consists of eccentric/ally mounted cams 14, having handles on them, and operating upon a projection l5o'n thepawls; so that when both cams are moved into the position" shown, the pawls will be held in the positiorr;.where,both are out of engagement with the wheels 8, while at the same time th'eilever 3 may be moved by the telegraph; there being sufiicient free movement of the studs 11, and between the pawls 5 and the cams 14 to allow of this.

In the 'I'nGdificatiOn shown in Figs. 3 and 4, the pawls 5 are carried aldouble forked e 7 .ht ttee ed and l Y e d et 4 a ieli efgenet i e ly en th hei 7 l ill tjll w e ill-t s c are-fiver- 'rli i e and are pti l t theorhee f lh h -.e r fie t' their operative acis;. can, be moved away from the teeth of the wheels when these wheels are li twlved bythe hand wheel 7, in the free and; correct. direction;

-e of different form. to

side of a plate. 18,, carriedbya bracket 19 ne h .eehe n me a A d hi h ir. ltaie rnetmell tn e d, o by a? .P lg1P1IQ Q fe l t iie ii d en' t ielete 11501 rt tt es ae ie? en he d i zi-fr ga mief le r t-ieip efet hil 91 ted from the ships steering-gear telegraph iii th ase sh wn, p en eh eas t e mittmsme s eiha et n t em r 22, whi h carr he ar enlev Pivet so tha a ,th st exin ,.-te e1eh a n i moved, A one direction or the other,

revolve thewhel 21 to it fastened,

in- OpQdiIBCtiOQOI'gthG other, ofi-this wheel, 2 a L0 it e p l yfit,

'h h he he 24. s Paee d'eh tire and is connected to sameg and passesover pulleys-25 and 26 to the;u pper that s the p 1 'ey423 r v ves, th t 5 o lever 3 will be 01711811; i 5- 1;,1 1; H j I In the gen r ;ar angementiehewn in Ftgpulled in one direction or the 30 ep esents the st r gitelegraph tran mitters oftheship one of which is placed-on each end (ofthe bridge 31; and 32 represents the chain connections ,fOr transmitting motion from these steering telegraph transmittens .to the receiver 33, whichwill be inthewheel h0use,and generally close to, and V on .the same level as thebridge, and extending from-it.v From these chains 32 mm chains are us'edlengths of chain 34: lead to the pulley 21..

, The fle'Xible connections ,oifjeach mitter 30 engage with the intermediate pulley' disposed between the pulley 21 and the pulley of the right hand transmitter 30. This intermediate pulley is geared with the pulley 21 and is also geared with the receiver 33; thus, if either transmitter is actuated, the intermediate pulley will be rotated and thereby operate the other transmitter, the receiver 33 and the pulley 21.

The indicator or receiving instrument 33 will be placed in the usual position in the wheel house, in relationto the steering apparatus in it.

\Vhat is claimed is l. Ships steering gear, comprising a stand; a hand wheel adapted to be operated by the navigator or commander; a ships steering telegraph apparatus; reversely arranged double ratchet wheels; a pivoted lever arm actuated by the ships steering telegraph apparatus; pawls which are carried on pivots and work in connection with said ratchet wheels; and are disposed between the said lever arm and the ratchet wheels, and are adapted to be rocked about their pivots by the said lever arm, and cam devices, adapted to hold both pawls out of en-- gagement from the ratchet wheels, so as to disconnect the looking or preventative means from the steering mechanism, at will; substantially as set forth.

2. Ships steering gear, comprising a hand operated part and a hand wheel stand adapted to be operated by the navigator of the ship, and a locking means connected with the hand wheel pillar, and comprises ratchet wheels, a pivoted vibrating lever, two spring pressed pawls mounted on the lever and normally pressed toward the ratchet wheels in connection with which they work, and are moved to and from such wheels by the lever; substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JAMES RICHARD CLAY.

Witnesses:

TOWERVILLE GOODALL, EDWARD HUGHES.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

